• Abstract and Figures
• Public Full-text

CHINLEY CONSERVATION AREA CHARACTER ANALYSIS LOCATION Chinley lies approximately 3 miles to the north west of Chapel-en-le- Frith on the B6062 to Stockport. The small section which is in the National Park and subject of this analysis is to the north of the railway line. The settlement runs east west across the junction of Stubbins Lane (which ultimately leads to Whaley Bridge) and Maynestone Road (which joins the A642 to Hayfield and Glossop). HISTORICAL DEVELOPMENT AND ARCHAEOLOGY Chinley is a gritstone village, in the west of the Peak District close to Chapel - en le - Frith and south west of Kinder Scout. The name Chinley is described as a “clearing in a deep valley”. However it was also known alternately as Mainstonefield in the Middle Ages and Medieval period. It’s history is relatively obscure but for the development of the railways in the 19th century. Chinley blossomed in the early 20th century as an important junction for passenger services travelling across the Pennines and consequently, the village expanded into its present form. The early history of Chinley was as a small Anglo Saxon settlement of scattered farmsteads established near a crossing of the Black Brook in the Peak Forest - a royal hunting ground. The Peak Forest covered an area of 180 square miles and was divided into three wards; Campana, Hopedale and Longdendale - the largest, containing Chinley. Ownership of the Royal Forest of the Peak passed from the (Norman) Peverils to the Duchy of Lancaster in 1372. An early enclosure of some land around Chinley occurred in 1569, and was opposed by riot at Monks Meadow north west of the village. Much of the Peak Forest was deforested in 1635. Although Chinley at this time was still essentially scattered farmsteads, nearby industries had been established such as quarrying at Cracken Edge, Chinley Head Quarry and others as well as coal mining/bell pits on the surrounding moorland towards Buxworth (formally Bugsworth). There was also some domestic handloom weaving and a woollen mill at Whitehall to the south of the village. Coal and stone was transported from the Chinley area by packhorse - one route followed Eccles Pike to the south - west of the village. A suggested Roman route was also used to the East of Chinley which ran from Hayfield down Highgate Road to Chinley Head and then to Hull End. Later turnpike roads through Chinley ran along Buxton Road and Green Lane, Sandy Lane and Mainstone Road to Hayfield Road connecting Chapel en le Frith to Hayfield. The Peak Forest Canal and tramway was completed in 1799 (with its feeder - the Combs reservoir), and ran along the Black Brook from Milton to Bugsworth Canal Basin. Its purpose was to increase distribution by connecting the limestone quarries of the Peak District to the Manchester Ship Canal, linked to the wider area by road and rail. The canal was extensively used locally to transport stone, coal, burnt lime and products from the mills at Bridgeholme, Whitehough and Blackbrook carried there by tramways or by cart. As a result of the relative intensification of industry the population of Chinley increased, and employment shifted in emphasis from rural to industrial occupations. The canal began to decline in use when the railway was built through Chinley and Buxworth in 1866 as a minerals line. The railway was sited at the Four Lanes End crossroads, overshadowing an important village junction. Prior to the railway the population of Chinley was less than 1000 and still relatively isolated. Consequently, at that time it was only considered necessary to build a small station. In 1894 the Dore (Sheffield) - Chinley line was opened to passenger trains and existing lines were increased to four to accommodate additional traffic. Massive construction projects were undertaken to support these services. The area of the railway was extended, two new viaducts and the Cowburn Tunnel was created. An impressive new station was built with refreshment rooms, five waiting rooms, as well as goods sheds and stables for carting. In the early 20th century, Chinley became one of the main passenger stations in the North West. With further express routes available passenger transport soared. In 1892 11,000 passengers bought tickets at Chinley, this increased to 29,000 in 1902, and 67000 in 1922. In the 1930’s it was also extensively used by ramblers from Manchester, alighting at Chinley. A large amount of freight was also moved at Chinley including merchandise to the 30 - 35 shops which now traded in the village in the 1920’s/30’s. Steel rods and bars, coils of wire, cotton and textiles, chemicals, building materials; 22 milk churns per day and wagons of coal and coke, and stone from Cracken Quarry were transported. House building increased in Chinley, often still using stone from Cracken Quarry or Wicken Quarry off the Hayfield road which produced harder stone. The mill at Whitehall closed in the 1930’s or 40’s, Cracken Edge Quarry closed in the late 1920’s. The railway and Chinley were much reduced after the second world war when it was mainly used as a passenger interchange, the lines were later reduced to just one. Therefore businesses and services reliant on the railway and the custom that it brought also declined. MODERN CHINLEY All modern development within Chinley is contained within the area outside the National Park. The area within the Park contains mostly Victorian property. ANALYSIS Chinley and Whitehough conservation area is comparatively large, and only a small part of it lies within the Peak District National Park. High Peak Borough Council intend to prepare an analysis for the larger portion of the Conservation Area in the future. The National Park Boundary runs along Maynestone Road and Stubbins Lane, just to the north of the B6062 and the railway line. The two sections of the Conservation Area are clearly separated by the railway line and the break is further emphasised by the sharp right angle turn by the Squirrel Inn. In addition, crossing the railway bridge to reach this part of Chinley really highlights the fact that it is a separate area. VILLAGE RELATIONSHIP TO SURROUNDING LANDSCAPE At a higher level than most of Chinley and situated at the foot of the slopes rising steeply to the local landmark of Chinley Churn, this area is visible from many locations within the Conservation Area (outside the National Park). This area is important as it provides a clearly defined boundary to the settlement of Chinley. Most of the properties in the conservation area are concentrated along the relatively flat section of Stubbins Lane. Further along both Stubbins Lane and Maynestone Road, the land starts to rise quite steeply. BUILDING MATERIALS Gritstone is the predominant building material, with stone slate roofs. Although there are some nice details to the houses, particularly the decorative treatment of the lintels above doors and windows, there are unfortunately no original windows remaining at least in the roadside elevations. All properties have gritstone boundary walls, and a high proportion have iron gates. AREA A - STUBBINS LANE This area feels quite open given its raised location, and there are long views out over Chinley towards surrounding hills. (There is a large modern building to the south of Stubbins Lane near the railway bridge which does block views to some extent at the eastern end of area A). To the north of Stubbins Lane there are glimpses, between the houses and terraces, of the steep green bank with rocky outcrops to the rear. The feeling is comparatively rural compared to the rest of Chinley. There is one farm in this area, but the rest of the properties are Victorian cottages built in terraces or pairs. Some of the terraces are dated, Temperence View 1867, Station View 1898, and Oakbank 1901. These buildings are constructed from gritstone with stone slate roofs, some of which are reached by stone steps. Most of the properties have gritstone boundary walls with flat coping stone details and decorative iron gates, they have small gardens or space to the front and tend to have larger gardens to the rear. This area also contains the war memorial, it is in an open location with a low wall behind it and an open view of the fields. The war memorial not only marks the boundary between sub-areas A and B, it also indicates the point of entry into this distinct part of the Conservation Area. When standing in this location looking towards Maynestone Road, the view is blocked by a wooded area (which is outside the National Park boundary). AREA B - MAYNESTONE ROAD This area contains two large properties, probably twentieth century in origin. They are not clearly visible, being set well back from the road in large gardens containing trees and shrubs. Planting is particularly dense along their roadside boundaries. It is the planting rather than the buildings that make an impact on the conservation area. STREET FURNITURE AND SURFACING The streetlights are mounted on wooden telegraph poles. The majority of surfacing is tarmac, and a tarmac pavement runs along the southern edge of Stubbins Lane, but this is outside the conservation area boundary. Several of the cottages have stone flags and steps in their curtilages, but these are obviously not in the public domain. GREEN SPACES, TREES AND HEDGES Because of the location at the foot of the hills, this part of the conservation area has a green backdrop to it. The gardens at Cracken Edge and Heatherlea in Area B are of a significant size and contain a number of large trees and hedges and shrubs. There are fewer trees in Area A - the Stubbins Lane end of the Conservation Area.

Load more

  5

Copy Link